Support system having a crown integration panel (CIP)

ABSTRACT

A support system for a crown area of an aircraft and a corresponding method is disclosed. The support system includes a crown integration panel (CIP). The CIP is configured to provide a mounting surface for a plurality of aircraft equipment and to provide an electrical ground for at least one of the aircraft equipment of the plurality of aircraft equipment. The system further includes a first attachment and a second attachment attached to the CIP. The first attachment and the second attachment are configured to attach to an airframe of the aircraft. The system further includes a crown raceway support (CRS) having a first end and a second end, where the first end is attached to a first end of the CIP and the second end is configured to attach to an outboard rail of the aircraft.

FIELD

The present disclosure relates to a crown portion of an aircraft. Morespecifically, the present disclosure relates to support systems andmethods for a crown portion of an aircraft.

BACKGROUND

Unless otherwise indicated herein, the materials described in thissection are not prior art to the claims and are not admitted to be priorart by inclusion in this section.

An aircraft typically includes a plurality of aircraft equipment insidean upper fuselage segment of the aircraft, such as various systems,equipment, furnishings, and linings. These various systems, equipment,furnishings, and linings may include, for example, electrical equipment,wires, environmental control system (ECS) equipment and ducts, oxygenlines, water lines, power feeders, cabin ceiling panels, and otheritems. Typically, one or more secondary structures attached to theairframe provide support for these various systems, equipment,furnishings, and linings inside the upper fuselage segment. In anexample, a secondary support structure is provided for the cabinceiling, another secondary support structure is provided for electricalequipment, and yet another secondary support structure is provided forthe ECS equipment and ducts.

As another example, an existing solution includes a secondary structurein the form of grid and trusses and joists suspended on large tie rods.This structure is dubbed “the lattice” and is situated above theaircraft cabin ceiling. The lattice provides support to the equipment,furnishings, and linings above the cabin ceiling.

Although the lattice allows for both stable and variable configurations,the lattice is expensive, heavy, and difficult to install. Theinstallation of the lattice in the aircraft and the attachment ofequipment, furnishings, and linings to the lattice are primarilyperformed inside the aircraft. This attachment and installation processinside the aircraft is both time consuming and difficult. For example,this attachment and installation process typically involves numerousinstallation personnel, which may lead to congestion inside the aircraftduring the installation process. This process is also time-consuming, asthe process requires numerous installation steps and adjustments.

Existing secondary structure or structures can provide support forstable configurations of primary structures as well as variableconfigurations of payloads and systems. However, although existingsecondary structure or structures can provide for variableconfigurations, often variable structural provisions on existingsecondary structures remain underutilized. This underutilization addsadditional weight to the support structure and also results inadditional costs. There is, therefore, a need for a more cost-effectivesupport structure and a less labor intensive method of assembling andinstalling a support structure for a crown portion of an aircraft.

Further, many system installation supports utilized in existingsecondary support structures are supports composed of conventional sheetmetal construction. Smaller scale sheet metal brackets and support traysare easy to manufacture and assemble, and they also provide conductivityfor electric grounding and bonding. However, larger scale sheet metaltrays and panels often used in wide-body aircraft require progressivelymore stiffening elements to provide adequate rigidity. This increasesboth the cost and weight of support structures. Composite honeycombpanels are often used for larger support panels. However, compositestructures require specialized hardware to interface with attachedequipment. Further, many composites are not electrically conductive andthey require additional provisions for grounding and bonding. There is,therefore, a need for an improved system installation support for use ina secondary support structure or structures for a crown of aircraft.

Another drawback of existing secondary structures is that the process ofattaching cabin ceiling panels to existing secondary structures andaligning the ceiling panels is difficult and time consuming. Thisexisting process typically involves numerous steps, including repetitivetightening and loosening of fasteners, screwing and unscrewing tie rods,setting and resetting serrated pads, and the use of shimming. Theprocess also often involves repetitive installation, removal, andre-installation of panels in order to obtain proper alignment of all ofthe panels. Thus, the existing process for attaching the ceiling panelsto existing secondary structures is both time-consuming and costly.There is, therefore, a need for an improved system for attaching theceiling panels to existing secondary structures and aligning the ceilingpanels.

Yet another problem with existing secondary structures is adapting andadjusting to build tolerances that typically exist in airframes on anaircraft. Due to build tolerances from frame-to-frame, many existingstructural attachments that attach directly to the airframe typicallyincorporate manual-adjustment features that compensate for buildtolerances. For example, a secondary structure may be fastened to theairframe with tie rods, and these tie rods may be manually adjusted inorder to accommodate for build variations in the airframe. Thesemanual-adjustment features, however, introduce additional costs with notonly additional parts but also additional labor. Further, thesemanual-adjustment features increase assembly time by adding additionalsteps to the assembly process. There is, therefore, a need for animproved system for attaching secondary structure to an airframe thataccounts for build tolerances.

BRIEF SUMMARY

According to an exemplary arrangement, a support system for a crown areaof an aircraft is presented. The support system includes a crownintegration panel (CIP) comprising a honeycomb panel and sheet metal,wherein the CIP is configured to provide a mounting surface for aplurality of aircraft equipment and to provide an electrical ground forat least one of the aircraft equipment of the plurality of aircraftequipment. The support system further includes a first attachment and asecond attachment attached to the CIP, wherein the first attachment andthe second attachment are configured to attach to an airframe of theaircraft and to provide support for the CIP. Still further, the supportsystem includes a crown raceway support (CRS) having a first end and asecond end, wherein the first end of the CRS is attached to a first endof the CIP, and wherein the second end of the CRS is configured toattach to an outboard rail of the aircraft.

In another exemplary arrangement, a method for assembling supportstructures for an aircraft is provided. The method includes providing aplurality of support systems for a crown area of an aircraft, whereineach support system includes: (a) a CIP comprising a honeycomb panel andsheet metal, wherein the CIP is configured to provide a mounting surfacefor a plurality of aircraft equipment and to provide a ground for atleast one of the aircraft equipment of the plurality of aircraftequipment; (b) a first attachment and a second attachment attached tothe CIP, wherein the first attachment and the second attachment areconfigured to attach to an airframe of the aircraft and to providesupport for the CIP; and (c) a crown raceway support (CRS) having afirst end and a second end, wherein the first end of the CRS is attachedto a first end of the CIP, and wherein the second end of the CRS isconfigured to attach to an outboard rail of the aircraft. The methodfurther includes, prior to attaching the plurality of support systems tothe airframe of the aircraft, (a) attaching, to each support system, theplurality of the aircraft equipment, and (b) assembling together theplurality of support systems.

According to an exemplary arrangement, a dual-bracketed support systemis presented. The dual-bracketed support system includes (i) a firstbracket connected to a support structure for a crown portion of anaircraft, (ii) a second bracket, and (iii) a support rod having aproximal end and a distal end, wherein the proximal end is connected tothe first bracket and the distal end is connected to the second bracket.The second bracket is configured to allow the support rod to translatealong a longitudinal axis defined by the support rod.

According to another exemplary arrangement, a dual-bracketed supportsystem includes (i) a first bracket connected to a support structure fora crown portion of an aircraft, (ii) a second bracket connected to anoutboard rail of the aircraft, and (iii) a support rod having a proximalend and a distal end, wherein the proximal end is connected to the firstbracket and the distal end is connected to the second bracket. Thesecond bracket is configured to allow the support rod to translate alonga longitudinal axis defined by the support rod, and the second bracketis further configured to prevent rotations.

In another exemplary arrangement, a method for attaching one or morewires to a dual-bracketed support system is provided. The methodincludes providing a dual-bracketed support system. The dual-bracketedsupport system includes (i) a first bracket connected to a supportstructure for a crown portion of an aircraft, (ii) a second bracket, and(iii) a support rod having a proximal end and a distal end, wherein theproximal end is connected to the first bracket and the distal end isconnected to the second bracket. The method further includes attaching aplurality of wires to the support rod, wherein during the attaching ofthe plurality of wires the support rod is arranged in a first position.Still further, the method includes, after attaching the plurality ofwires, rotating the support rod from the first position to a secondposition.

According to an exemplary arrangement, a system for adjusting a heightof a ceiling panel in an aircraft is presented. The system includes anarm and at least one ceiling support latch, wherein each of the at leastone ceiling support latches is attached to the arm. The system furtherincludes an adjustable fitting attached to the arm, wherein theadjustable fitting includes (i) a first sliding block attached to thearm, (ii) a second sliding block attached to a support structure, and(iii) an adjustment screw. Adjustment of the adjustment screw forces thefirst and second sliding blocks to move relative to one another.

In another exemplary arrangement, a method for installing ceiling panelsfor an aircraft is provided. The method includes, for each arm in aplurality of arms of a support system, attaching an adjustable fittingto the arm. The adjustable fitting includes (i) a first sliding blockconfigured to attach to the arm, (ii) a second sliding block configuredto attach to a support structure, and (iii) an adjustment screw, whereinadjustment of the adjustment screw forces the first and second slidingblocks to move relative to one another. The method further includesattaching each adjustable fitting to the support structure and adjustingeach adjustable fitting, so that each arm is aligned with the other armsof the plurality of arms. The method also includes, for each arm in theplurality of arms, attaching at least one ceiling panel to the arm.

According to an exemplary arrangement, a self-aligning structuralattachment for a CIP is presented. The self-aligning structuralattachment includes a main body having a proximal end and a distal end,wherein the main body is attached to (i) a CIP of a support system and(ii) a clevis on an airframe of an aircraft. Further, the self-aligningstructural attachment includes a first attachment fitting disposed onthe proximal end, wherein the first attachment fitting is aslide-and-swivel attachment fitting. Still further, the self-aligningstructural attachment includes a second attachment fitting disposed onthe distal end, wherein the second attachment fitting is a slideattachment fitting. Yet still further, the self-aligning structuralattachment includes a pivoting hinge disposed between the firstattachment fitting and the second attachment fitting.

According to another exemplary arrangement, a system comprising aplurality of support systems for a crown area of an aircraft isdisclosed. Each support system includes a first support-systemattachment and a second support-system attachment for attaching thesupport system to an airframe of the aircraft. Further, the firstsupport-system attachment includes: (a) a main body having a proximalend and a distal end, wherein the main body is attached to (i) a CIP ofthe support system and (ii) a clevis on the airframe of the aircraft;(b) a first attachment fitting disposed on the proximal end, wherein thefirst attachment fitting is a slide-and-swivel attachment fitting; (c) asecond attachment fitting disposed on the distal end, wherein the secondattachment fitting is a slide attachment fitting; and (d) a pivotinghinge disposed between the first attachment fitting and the secondattachment fitting.

According to another exemplary arrangement, a method for attaching aplurality of support systems for a crown area of an aircraft to anairframe of the aircraft is disclosed. Each support system includes afirst support-system attachment and a second support-system attachmentfor attaching the support system to an airframe of an aircraft. Thefirst support-system attachment includes (i) a main body having aproximal end and a distal end, wherein the main body is configured toattach to (a) a CIP of the support system and (b) a first clevis on anairframe of an aircraft, (ii) a first attachment fitting disposed on theproximal end, wherein the first attachment fitting is a slide-and-swivelattachment fitting, (iii) a second attachment fitting disposed on thedistal end, wherein the second attachment fitting is a slide attachmentfitting, and (iv) a pivoting hinge disposed between the first attachmentfitting and the second attachment fitting. The method includes, for eachsupport system, (i) attaching the second support-system attachment to asecond clevis on the airframe and (ii) attaching the firstsupport-system attachment to the first clevis on the airframe. Duringthe attaching of the first support-system attachment, the firstsupport-system attachment self-aligns to fit into the first clevis onthe airframe.

The features, functions, and advantages can be achieved independently invarious embodiments of the present disclosure or may be combined in yetother embodiments in which further details can be seen with reference tothe following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features believed characteristic of the illustrativeembodiments are set forth in the appended claims. The illustrativeembodiments, however, as well as a preferred mode of use, furtherobjectives and descriptions thereof, will best be understood byreference to the following detailed description of an illustrativeembodiment of the present disclosure when read in conjunction with theaccompanying drawings, wherein:

FIG. 1 depicts a diagrammatic representation of a perspective view of asupport system, in accordance with an exemplary embodiment;

FIG. 2a is a diagrammatic representation of a perspective view of acrown integration panel (CIP), in accordance with an exemplaryembodiment;

FIG. 2b is a diagrammatic representation of a cross-section of the CIPof FIG. 2 a;

FIG. 3 depicts a diagrammatic representation of a perspective view ofthe support system of FIG. 1 attached to an airframe of an aircraft, inaccordance with an exemplary embodiment;

FIG. 4a is a diagrammatic representation of an exploded perspective viewof example aircraft equipment attached to the CIP of FIG. 2a , inaccordance with an exemplary embodiment;

FIG. 4b is a close-up view of a portion of the CIP of FIG. 4 a;

FIG. 4c is a diagrammatic representation of a perspective view of theequipment of FIG. 4a attached to the CIP of FIG. 4 a;

FIG. 5a is a diagrammatic representation of a perspective view of across section of a support system, in accordance with an exemplaryembodiment;

FIG. 5b is a diagrammatic representation of a perspective view of across section of a support system, in accordance with an exemplaryembodiment;

FIG. 6 is a diagrammatic representation of a perspective view of a firstCIP attached to a second CIP, in accordance with an exemplaryembodiment;

FIG. 7 is a diagrammatic representation of a perspective view of adual-bracketed support system, in accordance with an exemplaryembodiment;

FIGS. 8a-b are diagrammatic representations of front and back,respectively, perspective views of an attachment of the dual-bracketedsupport system of FIG. 7, in accordance with an exemplary embodiment;

FIGS. 9a-b are diagrammatic representations of front and back,respectively, perspective views of another attachment of thedual-bracketed support system of FIG. 7, in accordance with an exemplaryembodiment;

FIG. 10 is a diagrammatic representation of a perspective view of asystem for adjusting a height of an aircraft ceiling panel, inaccordance with an exemplary embodiment;

FIG. 11a is a diagrammatic representation of a perspective view of anadjustable fitting of the system of FIG. 10, in accordance with anexemplary embodiment;

FIG. 11b is a diagrammatic representation of an exploded view of theadjustable fitting of the system of FIG. 10, in accordance with anexemplary embodiment;

FIG. 12 is a diagrammatic representation of a perspective view of aself-aligning attachment, in accordance with an exemplary embodiment;

FIG. 13 is a diagrammatic representation of a perspective view of theself-aligning attachment of FIG. 12 attached to an example CIP and anexample airframe, in accordance with an exemplary embodiment;

FIG. 14 is a diagrammatic representation of a perspective view ofsupport system having the self-aligning structural attachment of FIG. 12and a second CIP structural attachment, in accordance with an exemplaryembodiment;

FIG. 15 is a diagrammatic representation of a front view of aself-aligning attachment positioned in various example orientations, inaccordance with an exemplary embodiment;

FIG. 16 is a diagrammatic representation of a cross-sectional view of aself-aligning attachment, in accordance with an exemplary embodiment;

FIG. 17 is a diagrammatic representation of a perspective view of thesecond structural attachment of FIG. 14, in accordance with an exemplaryembodiment;

FIG. 18 is a diagrammatic representation of a cross-sectional view of aportion of the structural attachment of FIG. 17 clamped to a clevis, inaccordance with an exemplary embodiment;

FIG. 19 is a flow chart depicting functions that can be carried out inaccordance with an example method;

FIG. 20 is a flow chart depicting functions that can be carried out inaccordance with another example method;

FIG. 21 is a flow chart depicting functions that can be carried out inaccordance with yet another example method; and

FIG. 22 is a flow chart depicting functions that can be carried out inaccordance with yet another example method.

DETAILED DESCRIPTION

Disclosed embodiments will now be described more fully hereinafter withreference to the accompanying drawings, in which some, but not all ofthe disclosed embodiments are shown. Indeed, several differentembodiments may be provided and should not be construed as limited tothe embodiments set forth herein. Rather, these embodiments are providedso that this disclosure will be thorough and complete and will fullyconvey the scope of the disclosure to those skilled in the art.

The present disclosure provides for embodiments of a support system fora crown area of an aircraft. Further, the present disclosure providesfor embodiments of a dual-bracketed support system. Still further, thepresent disclosure provides for embodiments of a system for adjusting aheight of a ceiling panel. Yet still further, the present disclosureprovides for embodiments of a self-aligning structural attachment. Theembodiments described herein are described with reference to a crownportion of an aircraft. However, the embodiments of the systems andmethods disclosed may be used in other systems as well. For instance,the disclosed embodiments may be used in aircraft, spacecraft, motorcraft, watercraft, and other craft, as well as vehicles and othersimilar structures.

1. Example Embodiments of a Support System for a Crown Portion of anAircraft

FIG. 1 depicts a diagrammatic representation of a perspective view of asupport system 10 in accordance with an exemplary embodiment. Supportsystem 10 includes a crown integration panel (CIP) 12 that is configuredto provide a mounting surface for a plurality of aircraft equipment andto provide an electrical ground for at least one of the aircraftequipment of the plurality of aircraft equipment. CIP 12 includes ahoneycomb panel 14 and sheet metal 16.

Support system 10 also includes a first attachment 18 and a secondattachment 20 configured to attach to the CIP 12. The first attachment18 and the second attachment 20 are further configured to attach to anairframe of the aircraft and to provide support for the CIP 12. Thefirst attachment 18 and the second attachment 20 may, for example,provide vertical and lateral support for the CIP 12 when the CIP 12 isattached to the airframe.

Support system 10 also includes one or more crown raceway supports(CRSs). For instance, in the example of FIG. 1, support system 10includes CRSs 22 a-f. However, the support system 10 may include moreCRSs or fewer CRSs. These CRSs are described in more detail withreference to CRS 22 a. CRS 22 a has a first end 24 and a second end 26.The first end 24 of the CRS 22 a is configured to be attached to a firstend 28 of the CIP 12, and the second end 26 of the CRS 22 a isconfigured to be attached to an outboard rail of the aircraft, such asoutboard bin rail 30. The outboard rail may be attached to an airframeof the aircraft.

CRS 22 a may be used to support various aircraft equipment. In anexample embodiment, CRS 22 a includes a plurality of attachments eachconfigured to hold one or more wires or wire bundles. For instance, CRS22 a includes attachments 23 a and 23 b that can support one or morewires or bundles.

Support system 10 also includes one or more lateral support arms. Forinstance, in the example of FIG. 1, support system includes support arms32 a-b. However, the support system 10 may include more support arms orfewer support arms. These lateral support arms are described in moredetail with reference to lateral support arm 32 a. Lateral support arm32 a is connected to a second end 34 of the CIP and to the outboard binrail 30. The lateral support arm 32 a may serve to support variousaircraft equipment. For instance, in an embodiment, lateral support arm32 a provides a lateral load path for aircraft equipment connected tothe CIP 12. Further, in an embodiment, the lateral support arm 32 aserves to support ceiling panels of the aircraft cabin. Lateral supportarm 32 a may be configured to receive a plurality of ceiling supportbrackets.

As mentioned above, support system 10 includes CIP 12. CIP 12 isdescribed in more detail with reference to FIGS. 2a-b . FIG. 2a is adiagrammatic representation of a perspective view of CIP 12, and FIG. 2bis a diagrammatic representation of a cross-section through line A-A ofthe CIP 12.

In an example embodiment, sheet metal 16 includes a plurality of facesheets. For instance, as shown in FIG. 2b , the honeycomb panel 14 isdisposed between first metal face sheet 17 and second metal face sheet19. First metal face sheet 17 and second metal face 19 sheet increasethe vibrational stiffness of the honeycomb panel 14. Further, the metalface sheets 17, 19 provide an electrical ground for electronic equipmentin the crown of the aircraft.

In order to provide support for various aircraft equipment, CIP 12 mayinclude a plurality of wire pass-through holes and a plurality ofequipment-attachment holes. For instance, FIG. 2a shows a plurality ofwire pass-through holes 40 and a plurality of equipment-attachment holes42.

In an example embodiment, the thickness of the honeycomb panel 14, thefirst metal face sheet 17, and the second metal face sheet 19 areselected such that the CIP has a vibrational stiffness resulting in athreshold natural resonance frequency. Further, the number and locationof the plurality of wire pass-through holes 40 and the plurality ofequipment-attachment holes 42 may be selected such that the CIP has thevibrational stiffness resulting in a threshold natural resonancefrequency.

In an example embodiment, the threshold natural resonance frequency isat least 14 hertz (Hz). Such a threshold natural resonance frequency mayhelp to prevent compromise of the electrical equipment and wiring thatthe CIP 12 supports. However, in other example embodiment, the naturalresonance frequency may be greater than or less than 14 Hz. Forinstance, in an example embodiment, the threshold natural resonancefrequency is at least 12 Hz. In another example embodiment, thethreshold natural resonance frequency is at least 16 Hz. Other examplesare possible as well.

In a particular example embodiment, CIP 12 has a height of about 19inches and a length of about 110 inches, and the honeycomb panel 14 is afiberglass honeycomb panel having a thickness of about 0.75 inches.Further, the first metal face sheet 17 is an aluminum face sheet has athickness of about 0.032 inches, and the second metal face sheet 19 isan aluminum face sheet having a thickness of about 0.04 inches. However,other lengths, heights, widths, and materials may be used to achieve thethreshold natural resonance frequency.

In an example embodiment, CIP 12 may include a drip shield that isintegrated into one of the metal face sheets. For example, as shown inFIG. 2a , first metal face sheet 17 forms drip shield 44. The dripshield 44 may beneficially serve to protect aircraft equipment attachedto the CIP 12 from condensation that may occur during flight.

The disclosed CIP provides a weight-efficient panel with a thresholdnatural vibrational resonance frequency that prevents compromise of theelectrical equipment and wiring that the CIP supports. For example, athreshold natural resonance frequency may help to withstand emergencyconditions, such as a windmilling condition. The honeycomb panelsupplies an increased moment of inertia and thus increases thevibrational stiffness of the CIP (resulting in a higher naturalresonance frequency). Further, the metal face sheets added at selectlocations further improve vibrational properties. Still further, themetal face sheets provide a reliable electrical ground path. As aresult, the disclosed CIP also has sufficient electrical conductivity toprovide a ground plane for electrical equipment mounted to the CIP orelsewhere. Further, the CIP allows for multiple attachment locations,and this helps to reduce or eliminate the need for expensive pottedinserts or specialized fasteners to attach equipment to the panel.

As mentioned above, a plurality of aircraft equipment may be attached tothe support system 10. Support system 10 is configured to supportvarious aircraft equipment and also variable configurations of theequipment. This equipment may include various equipment used in thecrown of an aircraft, including but not limited to electronic systems,ECSs, and interior lining of the aircraft such as ceiling and lightsystems.

FIG. 3 depicts a diagrammatic representation of a perspective view ofthe support system 10 after a plurality of aircraft equipment has beenattached to the support system 10 and after the support system 10 hasbeen attached to airframe 50. In the example shown in FIG. 3, supportsystem 10 is supporting electrical equipment 52, a first bundle 54 ofwires, and a second bundle 56 of wires. Further, the support system 10is supporting environmental control system (ECS) components, such as ECSduct 58 and ECS gasper 60. Still further, support system 10 issupporting an oxygen line 62, a water line 64, and a power feeder 66. Inan example embodiment, the support system also supports a leaky feeder68 (see FIG. 5b ).

The example of FIG. 3 is intended as an example only, and it should beunderstood that more equipment items, fewer equipment items, and/ordifferent equipment items may be attached to the support system 10. Ingeneral, support system 10 can be customized as desired based on therequirements of the particular aircraft customer.

In an example embodiment, support system 10 may be customized based onthe particular aircraft equipment to be installed in the crown portionof the aircraft. As mentioned above with respect to FIG. 2a , CIP 12includes a plurality of wire pass-through holes 40 and a plurality ofequipment-attachment holes 42. Thus, the CIP 12 is configured to allow avariety of electrical equipment to be attached to the CIP at variouslocations, and this allows for a high degree of customization.

Electrical equipment may be attached to CIP 12 in any suitable fashion.In an example embodiment, equipment may be attached to the CIP 12 byusing clip nuts, an adapter sheet, and screws. For instance, FIGS. 4a-cdepict an example of attaching an electrical equipment item to CIP 12.As shown in FIG. 4b , the equipment-attachment holes 42 may include anedge of sheet metal forming an extension 73 extending beyond thehoneycomb panel 14, and this extension 73 enables the use of aconvention clip nut. An adapter sheet such as adapter sheet 72 may allowfor electrical equipment of various sizes to be easily attached to theCIP 12. Electrical equipment 70 item is attached to adapter sheet 72.Clip nuts 74 and screws 76 may then be used to attach the adapter sheet72 to the CIP 12 at selected equipment-attachment holes 42. In anotherexample embodiment, equipment may be attached to the CIP without the useof an adapter sheet.

The support system 10 may also be customized based on the spaceavailable in the crown portion of the aircraft. In this regard, theorientation of the CIP 12 may be adjusted as necessary based on spaceavailable in the crown and/or the size and type of equipment to besupported by the support system 10. For instance, in an exampleembodiment, when installed in the aircraft, the CIP may be arranged in asubstantially vertical orientation, as shown in FIG. 5a . In particular,FIG. 5a shows a support system 80 having a CIP 82 arranged in asubstantially vertical orientation. In another example embodiment, theCIP may be arranged in a slanted orientation, as shown in FIG. 5b . Inparticular, FIG. 5b shows a support system 90 having a CIP 92 arrangedin a slanted orientation. In a particular example, the orientation ofthe CIP may be slanted to accommodate an overhead flight crew rest.Further, adjusting the orientation of the CIP may be useful for allowingfor different arrangements of aircraft equipment that are supported bythe support system.

In addition to being a highly customizable support system that canadjust arrangement of the support system and its attached componentsdepending on the particular aircraft customer, the disclosed supportsystem 10 also allows for the assembly of the support system 10 andattachment of equipment to be performed outside of the aircraft. Thisresults in an improved process for assembling and installing thesecondary support structure for a crown portion of an aircraft.

In an example embodiment, during the manufacturing of an aircraft, theaircraft equipment can be attached to the support system 10 outside ofthe aircraft (e.g., at the feederline outside the aircraft). Further, aplurality of support systems can be assembled and attached to oneanother outside of the aircraft. For instance, support system 10 can beattached to one or more other support systems having a CIP. The bundleof the two or more support systems with the equipment already attachedmay then be transported inside the airframe of the aircraft and thenattached to the airframe.

FIG. 6 depicts an end of a first CIP 94 of a first support system 95attached to an end of a second CIP 96 of a second support system 97. Asupport strap 98 may be used to connect the two CIPs together. Asexplained above with reference to FIG. 1, the CIP of a support system isattached to the airframe using two attachments such as attachments 18and 20. These attachments will typically carry the load for supportingthe respective CIPs. However, the support strap may serve as a redundantsupport. In an example embodiment, each support system in a bundle ofsupport systems is connected to at least one other support system by arespective connecting support strap.

In an example embodiment, some of the aircraft equipment attached to asupport system may span multiple support systems. For example, wiring,ECS components, oxygen and water lines typically will span more than onesupport system. Attaching such components to the plurality of supportsystems outside of the aircraft may be more convenient and less timeintensive than would be possible in existing methods where thecomponents are attached to the secondary support structure inside theaircraft. For example, by allowing manufactures to attach the aircraftequipment of the support system outside of the aircraft, the disclosedsupport system beneficially provides the manufacturers more space toperform the assembly than would be available inside of the aircraft.This additional space may not only provide a safer working environment(e.g., as personnel have more room to operate and are not operating incramped spaces), but the additional space may also help to reduce theamount of time required for attaching the aircraft equipment (e.g., asthe equipment may be more easily attached in a more convenient positionthan would be possible inside the airframe).

After assembling the bundle of support systems with attached equipmentoutside of the aircraft, the assembled bundle of support systems maythen be moved inside the aircraft and attached to the airframe. In orderto attach the support system 10 to the aircraft, the first attachment 18and the second attachment 20 are attached to the airframe. In an exampleembodiment, the first attachment 18 and the second attachment 20 are theonly attachments attaching the first end 28 of the CIP 12 to theairframe 50. The first attachment 18 and the second attachment 20 areconfigured to allow the CIP freedom to move with body deflections of theairframe. These attachments 18 and 20 will be described in more detailbelow with reference to FIGS. 12-18.

2. Example Embodiments of a Dual-Bracketed Support System

As mentioned above, the present disclosure also provides for embodimentsof a dual-bracketed support system. In an embodiment, the discloseddual-bracketed support system is configured for use in the disclosedsupport system for a crown area of an aircraft, such as support system10.

As described with reference to FIG. 1, the support system 10 includesone or more CRSs (e.g., CRSs 22 a-22 f). Further, each CRS has a firstend 24 and a second end 26, where the first end 24 of the CRS isconfigured to attach to a first end 28 of the CIP 12 and the second end26 of the CRS is configured to attach to an outboard bin rail 30 of theaircraft. A dual-bracketed support system 100 serves to attach the CRS(22 a-22 f) to the CIP 12 and to the outboard bin rail 30. Further, thedual-bracketed support system 100 provides beneficial functionalityduring the assembly process as well as during flight of the aircraft.

The dual-bracketed support system 100 is described in greater detailwith respect to FIGS. 7, 8 a-b, and 9 a-b. Dual-bracketed support system100 includes a first bracket 102, a second bracket 104, and a CRSsupport rod 106. Support rod 106 includes a proximal end 108 and adistal end 110. The proximal end 108 is connected to first bracket 102,and the distal end 110 is connected to the second bracket 104. Supportrod 106 is a “u” shaped extrusion that has spaced holes for mountingvarious items such as fasteners and hardware. Second bracket 104 isconfigured to allow the support rod to translate along a longitudinalaxis 114 defined by the support rod 106.

Support rod 106 may be attached to first bracket 102 with a fastener,such as a tightened fastener or a pin fastener. In an example embodimentof a vertical CIP (such as CIP 82 shown in FIG. 5a ), the fastener is atightened fastener. In an example embodiment of a slanted CIP (such asCIP 92 shown in FIG. 5b ), the fastener is a horizontal pin fastener.Other examples are possible as well.

First bracket 102 is shown in greater detail in FIGS. 8a-b . The exampleshown in FIG. 8a-b shows a tightened fastener comprising a nut 140 (seeFIG. 8b ) and bolt 142. In an example embodiment, the first bracket 102may limit or prevent rotation and translation of the support rodrelative to the first bracket. With reference to FIGS. 7 and 8 a-b,support rod 106 is connected to first bracket 102 with nut 140 and bolt142. Further, first bracket 102 includes a slot 122 having a first end124 and a second end 126, and this slot 122 may be configured to receiveproximal end 108 of support rod 106. Slot 122 and proximal end 108 mayhave the same or substantially the same width. Slot 122 in combinationwith nut 140 and bolt 142 may act to prevent both translation androtation of the support rod relative to first bracket 102.

In another example embodiment, however, the width of slot 122 may begreater than the width of the proximal end 108, and thus the slot 122may allow limited rotation about axis 144 which is perpendicular to nut140 and bolt 142.

Second bracket 104 is shown in greater detail in FIGS. 9a-b . Asmentioned above, second bracket 104 allows for movement alonglongitudinal axis 114 defined by the support rod 106. In an exampleembodiment, the second bracket 104 is further configured to preventrotations and to prevent translations other than translation alonglongitudinal axis 114 defined by the support rod 106. The support rod106 includes a slot 115 configured to allow the support rod 106 to slidewhile attached to the second bracket 104. In an example embodiment, thesecond bracket 104 includes a single tightened fastener 117. This singletightened fastener with slot provides stiffness for vibration controlwhile limiting load transfer to the outboard rail. Further, the singletightened fastener 117 may move within slot 115 when the support rod 106translates along the longitudinal axis 114 defined by the support rod106. In another example embodiment, the second bracket includes a slotconfigured to receive the support rod, and the slot in the secondbracket is configured to allow the support rod to translate along thelongitudinal axis defined by the support rod.

In an example, the support rod 106 remains stationary relative to thesecond bracket 104 when the load is less than a threshold load. However,the support rod 106 may translate along longitudinal axis 114 defined bythe support rod 106 when the threshold load is reached. In an exampleembodiment, during normal flight conditions of the aircraft (e.g., takeoff, landing, flight, maneuvering during flight), the load on thesupport rod may be about 10 to 20 pounds of load. Under this load, thesupport rod 106 remains stationary in the second bracket. However, whena threshold load is exceeded, the support rod 106 translates alonglongitudinal axis 114 defined by the support rod 106. By doing so, thesupport rod 106 will limit or prevent the outboard rail from taking atleast a portion of the load. This may help to avoid breaking of theoutboard rail. In an example embodiment the threshold load is 200pounds. However, in other example embodiment, the threshold load may begreater than or less than 200 pounds. For instance, in an exampleembodiment, the threshold load is at least 100 pounds. In anotherexample embodiment, the threshold load is at least 250 pounds. In yetanother example embodiment, the threshold load is at least 500 pounds.Other examples are possible as well.

Although a tightened fastener (nut 140 and bolt 142) for the firstbracket 102 is shown in FIGS. 7 and 8 a-b, other fasteners such as a pinfastener may also be used. In an example embodiment, a pin fastener suchas pin fastener 146 (see FIG. 5b ) is used to connect the support rod106 to first bracket 102. In an example, pin fastener 146 is placedthrough hole 148 in first end 124 and hole 150 in second end 126. Pinfastener 146 (see FIG. 5b ) may allow the support rod 106 to rotateabout a longitudinal axis 152 (see FIG. 8a ) defined by the pin fastener146.

FIG. 7 depicts X axis 130, Y axis 132, and Z axis 134. In an exampleembodiment, motion along the X axis 130 corresponds to fwd/aft motion,motion along the Y axis 132 corresponds to inboard/outboard motion, andmotion along Z axis 134 corresponds to up/down motion. Therefore, in anexample embodiment, motion along a longitudinal axis 114 defined by thesupport rod 106 may correspond to motion in the YZ direction (e.g.,inboard/outboard and up/down motion). Further, in an example, axis 152is parallel or substantially parallel to X axis 130. Therefore, in anexample embodiment where the first bracket 102 allows for rotation aboutlongitudinal axis 152 defined by pin fastener 146, the rotation aboutlongitudinal axis 152 may correspond to up and down rotation about axis152.

As explained above with reference to FIG. 1, one or more wires can beattached to the CRS. In an example embodiment, the attachment includessupport for wires routed both parallel to (outboard of the CIP) andperpendicular to the CRS. Additional routings that are parallel to theCRS include lavatory and galley vents, tubes and waterlines, one or moreof which may lead to outboard sidewall interior monuments, e.g.,lavatories and galleys. In an example embodiment, during installation,the first bracket 102 may be attached to a CIP such as CIP 12. Further,the CRS support rod 106 can be rotated by installation personnel to anorientation that is most convenient for attaching the wires to thesupport rod 106. For instance, the CIP may be arranged along orsubstantially along Z-axis 134, and the support rod may be positioned inthe orientation depicted in FIG. 7. Rather than installing the wireswith the support rod 106 in the orientation shown in FIG. 7, support rod106 may be rotated a desired number of degrees about an axis such asaxis 152. For instance, support rod could be rotated at least about 90degrees. In this orientation, the support rod 106 may be positioned in amore convenient position for attaching the plurality of wires. Thus,wire bundles can be pre-installed to the CRS 22 a in a more comfortableposition, with convenient access and with less effort, than would bepossible in existing systems (e.g., existing systems where the wires areinstalled inside the aircraft). These factors may beneficially help toreduce manufacturing costs, improve safety, and allow for productionrate increases.

Further, in addition to providing beneficial functionality during theassembly process, the dual-bracketed support system 100 may also providebeneficial functionality during flight of the aircraft. Thedual-bracketed support system 100 may be used to attach the CRS (such asCRS 22 a) to a CIP and to an outboard rail (such as CIP 12 and outboardbin rail 30 shown in FIGS. 1 and 3). During flight conditions, aircraftstructures are commonly subject to deflections due to various static anddynamic loads. For example, expansions and contractions may occur toaircraft structures due to cabin pressurization and temperaturegradients. Further, flexing may occur due to gravitational, inertial,and aerodynamic forces. Beneficially, the dual-bracket support system100 serves to adapt to these deflections.

In particular, the outboard bin rail 30 to which the second bracket 104is attached will typically be longer than the CIP 12 to which the firstbracket 102 is attached. Further, during flight, both the outboard binrail 30 and the CIP 12 will be subject to thermal expansion and/orcontraction. Since the outboard rail is typically longer than the CIP12, the outboard bin rail 30 will typically expand more than the CIP 12.This will cause relative movement between the first bracket 102 and thesecond bracket 104 of the dual-bracketed system 100. By allowing fortranslation of the distal end 110 along longitudinal axis 114 defined bythe support rod 106, the second bracket 104 accommodates this relativemovement.

This self-adjustment may reduce or prevent strain on equipment attachedto the support rod 106, such as one or more wires. Further, theself-adjustment may also help to reduce the magnitude of the load on theoutboard bin rail 30. The dual-bracketed support system 100 limits orprevents the support rod 106 moving in the fore-aft and up-and-downdirections relative to the outboard bin rail 30. However, thedual-bracketed system 100 allows for inboard-outboard movement andlimited angular displacement. This permits the support rod 106 toself-adjust for motion of the structure that supports the proximal end108 of the support rod 106 relative to the structure that supports thedistal end 110 of the support rod 106. This reduces or eliminates cyclicloading on the support rod 106, and it also reduces the magnitude of theload on the outboard bin rail 30 (in favor of loading more on theairframe supporting the proximal end 108 of the support rod 106.)Therefore, the dual bracketed support system 100 may help to reduce loadon the outboard bin rail 30. Since the outboard bin rail 30 will besubject to load during flight, reducing the load on the outboard binrail 30 may be advantageous.

3. Example Embodiments of a System for Adjusting a Height of an AircraftCeiling Panel

As mentioned above, the present disclosure also provides for embodimentsof a system for adjusting a height of a ceiling panel. In an embodiment,the disclosed system for adjusting a height of a ceiling panel isconfigured for use in the disclosed support system for a crown area ofan aircraft, such as support system 10.

An example system for adjusting a height of a ceiling panel in anaircraft is described in greater detail with respect to FIGS. 10, 11 a,and 11 b. In particular, FIG. 10 is a diagrammatic representation of aperspective view of a system 200 for adjusting a height of an aircraftceiling panel, FIG. 11a is a diagrammatic representation of aperspective view of an adjustable fitting of the system 200, and FIG.11b is an exploded view of the adjustable fitting.

System 200 includes an arm 202, ceiling support latches 204 and 206, andan adjustable fitting 208 attached to the arm 202. Ceiling supportlatches 204 and 206 are attached to the arm 202. These support latchesare configured to receive and hold at least one ceiling panel. In anexample embodiment, ceiling support latch 204 receives and holds a firstceiling panel 230, and ceiling support latch 206 receives and holds asecond ceiling panel 232. In another embodiment, the ceiling supportlatches 204 and 206 receive and hold a single ceiling panel.

Further, with reference to FIG. 10 and FIGS. 11a-b , the adjustablefitting 208 includes (i) a first sliding block 210 (see FIG. 11a )attached to the arm 202 (see FIG. 10). In an example embodiment, a pin211 (see FIG. 10) attaches the first sliding block 210 to arm 202. Theadjustable fitting 208 also includes a second sliding block 212 (seeFIG. 11a ), which is attached to CIP 213. The second sliding block 212may be attached to the CIP 213 in any suitable way. In an example, atleast one screw attaches the sliding block 212 to CIP 213.

Further, as shown in FIGS. 11a-b , the adjustable fitting 208 includesan adjustment screw 214. The adjustment screw 214 includes a thread 215configured to interact with a corresponding thread 217 of the firstsliding block 210 (see FIG. 11b ). Adjustment of the adjustment screw214 forces the first sliding block 210 and the second sliding block 212to move relative to one another. In an example embodiment, the secondblock 212 remains stationary with respect to CIP 213 and the first block210 moves relative to the second block 212 and the CIP 213. Theadjustment screw 214 may be adjusted in any suitable fashion. In anexample embodiment, adjustment screw 214 is configured to be driven by ahex key or a screwdriver.

This disclosed system for adjusting a height of a ceiling panel in anaircraft beneficially allows for conveniently adjusting the height ofthe ceiling, so as to properly align the ceiling panels in an aircraft.The proposed system both simplifies and reduces time for installing andaligning aircraft cabin ceilings compared to existing systems andmethods for installing and aligning aircraft cabin ceilings.

In an example embodiment, before a support system is attached to theairframe of an aircraft, the installation personnel may adjustrespective adjustment screws in the support system to ensure that theceiling panels will be properly aligned when the ceiling panels areattached to the respective lateral arms 202. After aligning the lateralarms 202 by adjusting the respective adjustment screws 214, the ceilingpanels 230, 232 may be attached to the lateral arms 202 via ceilingsupport latches 204, 206. For example, with reference to FIG. 10, inaddition to adjustable fitting 208, support system 220 includesadjustable fitting 222. Adjustable fitting 222 is located at a differentposition than adjustable fitting 208. However, adjustable fitting 222 issubstantially identical to adjustable fitting 208. Before attachingsupport system 220 to an airframe, installation personnel may adjustadjustment screws in adjustable fittings 208 and 222 to ensure thatensure that the ceiling panels will be properly aligned when the ceilingpanels are attached to the respective lateral arms 202. After attachinga ceiling panel to each arm 202, a height of each ceiling panel may bealigned with respective heights of the other ceiling panels.

4. Example Embodiments of a Self-Aligning Structural Attachment

As mentioned above, the present disclosure also provides for embodimentsof a self-aligning structural attachment. In an embodiment, thedisclosed self-aligning structural attachment is configured for use inthe disclosed support system for a crown area of an aircraft, such assupport system 10.

An example self-aligning structural attachment described in greaterdetail with respect to FIGS. 12-18. FIG. 12 depicts an exampleself-aligning structural attachment 300. This self-aligning structuralattachment corresponds to the attachment 18 shown in FIG. 1. In anexample embodiment, in addition to the self-aligning structuralattachment 300, a second attachment may also attach CIP 308 to theairframe 312. For instance, as shown in FIGS. 14 and 17, secondattachment 350 attaches CIP 308 to airframe 312. Second attachment 350corresponds to second attachment 20 shown in FIG. 1.

Self-aligning structural attachment 300 provides beneficialfunctionality during the aircraft assembly process as well as duringflight of the aircraft. With respect to the assembly process, theself-aligning attachment 300 may help to account for build variations inthe airframe of the aircraft. In an example embodiment, an airframe of agiven aircraft model will typically have clevises for attachingsecondary structure separated by a standard distance. For instance, asshown in FIG. 14, a location of a first clevis 310 and a location of asecond clevis 352 are separated by a distance 354. However, typically,there is a build tolerance in distance from frame to frame of theaircraft frame. Therefore, the distances between respective clevises mayvary from frame to frame on the aircraft. Self-aligning structuralattachment 300 accommodates for build tolerances typically encounteredin aircraft design.

Since the CIP 308 attaches directly to the structural frame of theairframe 312 via these clevises, self-aligning structural attachment 300is configured to absorb the build tolerance from frame to frame. Theself-aligning structural attachment 300 combines adjustability andadaptability functions into a single component, and self-aligningstructural attachment 300 is able to reduce or eliminate manualadjustment (e.g., using tie rods) during the installation process ofattaching the CIP to the airframe. In order to achieve thisadjustability and adaptability, the self-aligning structural attachmentincludes a pivoting fitting component that allows for various degrees offreedom for the attachment. This pivoting component, combined with aslot, allows for limited float in the lug that attaches to the airframe.

With reference to FIGS. 12, 13, and 15, self-aligning structuralattachment 300 includes a main body 302 having a proximal end 304 and adistal end 306. As shown in FIG. 13, the main body 302 is configured toattach to a CIP 308 of a support system. Further, the main body 302 isconfigured to attach to a clevis 310 on an airframe 312 of an aircraft.The self-aligning structural attachment 300 includes a first attachmentfitting 320, a second attachment fitting 322, and a pivoting hinge 324.The first attachment fitting 320 is disposed on proximal end 304, andthis first attachment fitting 320 is a slide-and-swivel attachmentfitting. The second attachment fitting 322 is disposed on the distal end306, and this second attachment fitting 322 is a slide attachmentfitting. Further, the pivoting hinge 324 is disposed between the firstattachment fitting 320 and the second attachment fitting 322. The mainbody 302 may form a main-body clevis 330, and this clevis is configuredto receive the CIP 308. The main-body clevis 330 includes both thepivoting hinge 324 and the second attachment fitting 322.

In an example embodiment, the first attachment fitting 320 comprises aspherical bearing 332. The first attachment fitting 320 provides fourdegrees of freedom. For instance, with reference to FIG. 12, the fourdegrees of freedom are rotation about an X axis 330, rotation about a Yaxis 332, rotation about a Z axis 334, and translation along the X axis330. Further, the first attachment fitting 320 prevents translationalong the Y axis 332 and the Z axis 334. In an example embodiment,motion along the X axis 330 corresponds to fwd/aft motion, motion alongthe Y axis 332 corresponds to inboard/outboard motion, and motion alongthe Z axis 334 corresponds to up/down motion.

The pivoting hinge 324 provides one degree of freedom, which is rotationabout the pivoting hinge 324. In an example embodiment, the pivotinghinge 324 includes a bushing or spacer, and this bushing or spacer mayprevent clamp-up and permit limited hinge action. The second attachmentfitting 322 provides two degrees of freedom. These two degrees offreedom are rotation about the pivoting hinge 324 and translation alongthe X axis 330. Movement of a fastener 340 (see FIG. 14) within thesecond attachment fitting 322 allows for a limited amount of translationof the distal end 306 along the X axis 330 (see FIG. 15). This allowsfor a limited amount of rotation of the self-aligning structuralattachment 300 about the pivoting hinge 324 and a limited amount oftranslation of the proximal end 304 along the X axis 330 (see FIG. 15).

As mentioned above, this self-aligning structural attachment 300accommodates for build variations. In an example embodiment, theself-aligning structural attachment 300 is configured to accommodatetranslation along the X axis 330 of about 0.5 inches. For example, asshown in FIG. 15, the self-aligning structural attachment 300 cantranslate about 0.5 inches about X-axis 330. However, in other examples,the self-aligning structural attachment 300 can translate more or lessthan about 0.5 inches. In another example, the self-aligning structuralattachment 300 can translate about 0.4 inches about X-axis 330. In yetanother example, the self-aligning structural attachment 300 cantranslate about 0.6 inches about X-axis 330. Other examples arepossible, as well. The amount that the self-aligning structuralattachment 300 can translate may be dependent on the build variation ofthe components to which the self-aligning structural attachment 300 isintended to attach.

Further, in addition to providing beneficial functionality during theassembly process, self-aligning structural attachment 300 may alsoprovide beneficial functionality during flight of the aircraft. Pivotingof the self-aligning structural attachment 300 helps the support system10 to adapt and adjust to body deflections that may occur during flightof the aircraft.

As mentioned above, the CIP 308 is also attached to the airframe 312 bysecond attachment 350. FIG. 17 shows a diagrammatic representation of aperspective view of the second attachment 350. In an example embodiment,this second attachment 350 is configured to allow for rotation but toprevent translation along X axis 330, Y axis 332, and Z axis 334 (seeFIG. 12). Second attachment 350 may be configured to carry more loadthan self-aligning structural attachment 300. For instance, the methodof attaching second attachment 350 to the airframe may be different thanthe method of attaching self-aligning structural attachment 300 to theairframe. In an example embodiment, the second attachment 350 is clampedto the clevis 352. With reference to FIG. 18, clamp 356 clamps secondattachment 350 to clevis 352. The clamp may include a pin 357 that isoriented about Y axis 332. Clamps (like clamp 356) may provide betterload-bearing capability than other types of attachments. For instance,other structural attachments, such as a pin without a clamp, may be lessoptimal for load-bearing capability. In an example embodiment,self-aligning structural attachment 300 is not clamped to the airframe.For instance, in an example, the self-aligning attachment 300 isconnected to clevis 310 with a pin 325. For example, as shown in FIG.16, a pin 325 oriented along X axis 330 can connect attachment 300 toclevis 310. Since a pin (like pin 325 of FIG. 16) typically providesless load-bearing capability than a clamp (like clamp 356 of FIG. 18),by having the CIP 308 clamped to clevis 352 (FIG. 14) but pinned toclevis 310 (FIG. 14), the second structural attachment 350 may carrymore load than the self-aligning structural attachment 300.

With reference to FIGS. 12-16, the design of the self-aligningstructural attachment 300 allows the CIP 308 to deflect forward underload without bearing against the vertical support clevis 310. The clevis352 (see FIGS. 14, 17 and 18) may take all the forward load. In anexample embodiment, the self-aligning structural attachment 300 isolatesthe clevis 310 from a longitudinal load up to a 9G-force stress level.The deflection under load is less than the available range of motionallowed by the self-aligning structural attachment.

In an example embodiment, the self-aligning structural attachment 300 ismachined from aluminum. However, in other embodiments, the self-aligningstructural attachment 300 may be formed in other ways and/or fromdifferent material.

5. Example Methods

FIGS. 19-22 illustrate example methods that can be carried out inaccordance with the present disclosure.

FIG. 19 is an illustration of a flow diagram of an embodiment of amethod 400 of the disclosure for attaching a support system 10 to anairframe 50 of an aircraft. The method 400 comprises step 402 ofproviding a plurality of support systems 10 for a crown area of anaircraft. Each support system comprises (a) a crown integration panel(CIP) 12 comprising a honeycomb panel 14 and sheet metal 16, wherein theCIP 12 is configured to provide a mounting surface for a plurality ofaircraft equipment and to provide a ground for at least one of theaircraft equipment of the plurality of aircraft equipment. Each supportsystem further includes a first attachment 18 and a second attachment 20attached to the CIP 12, wherein the first attachment 18 and the secondattachment 20 are configured to attach to an airframe 50 of the aircraftand to provide vertical and lateral support for the CIP 12. Each supportsystem 10 also includes one or more crown raceway supports (CRSs) 22 a-fhaving a first end 24 and a second end 26, wherein the first end 24 ofthe CRS is attached to a first end 28 of the CIP 12, and wherein thesecond end 26 of the CRS is configured to attach to an outboard rail 30of the aircraft.

The method further includes, at step 404, prior to attaching theplurality of support systems 10 to the airframe 50 of the aircraft,attaching, to each support system 10, the plurality of the aircraftequipment, such as supporting electrical equipment 52, first bundle 54of wires, second bundle 56 of wires, ECS duct 58, ECS gasper 60, oxygenline 62, water line 64, power feeder 66, and leaky feeder 68. The methodthen includes, at step 406, prior to attaching the plurality of supportsystems to the airframe 50 of the aircraft, assembling together theplurality of support systems 10.

FIG. 20 is an illustration of a flow diagram of an embodiment of amethod 500 of the disclosure for installing ceiling panels 230, 232 foran aircraft. The method 500 includes, at step 502, for each arm 202 in aplurality of arms, attaching an adjustable fitting 208 to the arm. Theadjustable fitting comprises (i) a first sliding block 210 configured toattach to the arm 202, (ii) a second sliding block 212 configured toattach to a support structure such as CIP 213, and (iii) an adjustmentscrew 214, wherein adjustment of the adjustment screw forces the firstand second sliding blocks 210, 212 to move relative to one another.

The method further includes, at step 504, attaching each adjustablefitting 208 to the support structure 213. The method then includes atstep 506, adjusting each adjustable fitting 208, so that each arm 202 isaligned with (or positioned relative to) the other arms of the pluralityof arms 202. The method also includes, at step 508, for each arm 202 inthe plurality of arms, attaching a ceiling panel to the arm such thatthe ceiling panels are aligned (or properly positioned) relative to oneanother.

FIG. 21 is an illustration of a flow diagram of an embodiment of amethod 600 of the disclosure for attaching a plurality of supportsystems 10 for a crown area of an aircraft to an airframe 50 of theaircraft. Each support system includes a first support-system attachment18 and a second support-system attachment 20 for attaching the supportsystem to an airframe 50 of an aircraft, wherein the firstsupport-system attachment 18 comprises (i) a main body 302 having aproximal end 304 and a distal end 306, wherein the main body 302 isconfigured to attach to (a) a crown integration panel (CIP) 308 of thesupport system 10 and (b) a first clevis 310 on an airframe 50 of anaircraft, (ii) a first attachment fitting 320 disposed on the proximalend 304, wherein the first attachment fitting 320 is a slide-and-swivelattachment fitting, (iii) a second attachment fitting 322 disposed onthe distal end 306, wherein the second attachment fitting 322 is a slideattachment fitting, and (iv) a pivoting hinge 324 disposed between thefirst attachment fitting 320 and the second attachment fitting 322.

The method 600 includes, at step 602, for each support system 10,attaching the second support-system attachment 20 to a second clevis 352on the airframe 50. The method then includes, at step 604, attaching thefirst support-system attachment 18 to the first clevis 310 on theairframe 50, wherein during the attaching of the first support-systemattachment 18, the first support-system attachment 18 self-aligns to fitinto the first clevis 310 on the airframe 50.

FIG. 22 is an illustration of a flow diagram of an embodiment of amethod 700 of the disclosure for attaching wire bundles to a CRS such asCRS 22 a. The method includes, at step 702, providing a dual-bracketedsupport system, such as dual-bracketed support system 100. The methodfurther includes, at step 704, attaching a plurality of wires to thesupport rod 106, wherein during the attaching of the plurality of wires54, 56, the support rod 106 is arranged in a first position. The methodfurther includes, at step 706, after attaching the plurality of wires54, 56, rotating the support rod 106 from the first position to a secondposition. In an example embodiment, rotating the support rod from thefirst position to a second position comprises rotating the support rodat least 100 degrees. For example, the second position may be theposition shown in FIG. 7, and the first position may be a position thatis at least about 100 degrees rotated from the second position.

The description of the different advantageous embodiments has beenpresented for purposes of illustration and description, and is notintended to be exhaustive or limited to the embodiments in the formdisclosed. Many modifications and variations will be apparent to thoseof ordinary skill in the art. Further, different advantageousembodiments may provide different advantages as compared to otheradvantageous embodiments. The embodiment or embodiments selected arechosen and described in order to best explain the principles of theembodiments, the practical application, and to enable others of ordinaryskill in the art to understand the disclosure for various embodimentswith various modifications as are suited to the particular usecontemplated.

We claim:
 1. A support system for a crown area of an aircraft, thesystem comprising: a crown integration panel (CIP) comprising ahoneycomb panel and sheet metal, wherein the CIP is configured toprovide a mounting surface for a plurality of aircraft equipment and toprovide an electrical ground for at least one of the aircraft equipmentof the plurality of aircraft equipment; a first attachment and a secondattachment attached to the CIP, wherein the first attachment and thesecond attachment are configured to attach to an airframe of theaircraft and to provide support for the CIP; and a crown raceway support(CRS) having a first end and a second end, wherein the first end of theCRS is attached to a first end of the CIP, and wherein the second end ofthe CRS is configured to attach to an outboard rail of the aircraft. 2.The support system of claim 1, wherein the first attachment and thesecond attachment are attached to the airframe, and wherein the firstattachment and the second attachment are the only attachments directlyattaching the first end of the CIP to the airframe.
 3. The supportsystem of claim 1, wherein the first attachment and the secondattachment are configured to allow the CIP freedom to move with bodydeflections of the airframe.
 4. The support system of claim 1, furthercomprising a lateral support arm, wherein the lateral support arm isconnected to a second end of the CIP and the outboard rail.
 5. Thesupport system of claim 4, wherein the lateral support arm is configuredto receive a plurality of ceiling support brackets.
 6. The supportsystem of claim 1, wherein the CRS comprises a plurality of attachmentsand a support rod, the support rod configured to hold at least one wire.7. The support system of claim 1, wherein the sheet metal comprises afirst metal face sheet and a second metal face sheet, and wherein thehoneycomb panel is disposed between the first metal face sheet and thesecond metal face sheet.
 8. The support system of claim 7, wherein thefirst metal face sheet and the second metal face sheet increase thevibrational stiffness of the honeycomb panel and provide the electricalground for the at least one of the plurality of aircraft equipment. 9.The support system of claim 1, wherein the CIP comprises a plurality ofwire pass-through holes and a plurality of equipment-attachment holes.10. The support system of claim 9, wherein the sheet metal comprises afirst metal face sheet and a second metal face sheet, and wherein (i)the thickness of the honeycomb panel, the first metal face sheet, andthe second metal face sheet and (ii) the number and location of theplurality of wire pass-through holes and the plurality ofequipment-attachment holes are selected such that the CIP has avibrational stiffness resulting in a natural resonance frequency of atleast 14 hertz (Hz).
 11. The support system of claim 1, wherein theplurality of aircraft equipment comprises equipment selected from thegroup consisting of electrical equipment, wires, an environmentalcontrol system (ECS) duct, an oxygen line, a water line, and a powerfeeder.
 12. A system comprising: a plurality of support systems for acrown area of an aircraft, wherein each support system comprises: (i) acrown integration panel (CIP) comprising a honeycomb panel and sheetmetal, wherein the CIP is configured to provide a mounting surface for aplurality of aircraft equipment and to provide a ground for at least oneof the aircraft equipment of the plurality of aircraft equipment; (ii) afirst attachment and a second attachment attached to the CIP, whereinthe first attachment and the second attachment are configured to attachto an airframe of the aircraft and to provide support for the CIP; and(iii) a crown raceway support (CRS) having a first end and a second end,wherein the first end of the CRS is attached to a first end of the CIP,and wherein the second end of the CRS is configured to attach to anoutboard rail of the aircraft; the plurality of the aircraft equipmentattached to each support system, wherein the plurality of the aircraftequipment attached to each support system comprises at least someequipment that is attached to more than one of the plurality of thesupport systems.
 13. The system of claim 12, further comprising aplurality of connecting straps, wherein each support system is connectedto at least one other support system by a respective connecting strap.14. The system of claim 12, wherein the plurality of aircraft equipmentcomprises equipment selected from the group consisting of electricalequipment, wires, an environmental control system (ECS) duct, an oxygenline, a water line, and a power feeder.
 15. The system of claim 12,wherein the at least some equipment that is attached to more than one ofthe plurality of the support systems is selected from the groupconsisting of wires, an environmental control system (ECS) duct, anoxygen line, and a water line.
 16. A method comprising: (i) providing aplurality of support systems for a crown area of an aircraft, whereineach support system comprises: (a) a crown integration panel (CIP)comprising a honeycomb panel and sheet metal, wherein the CIP isconfigured to provide a mounting surface for a plurality of aircraftequipment and to provide a ground for at least one of the aircraftequipment of the plurality of aircraft equipment; (b) a first attachmentand a second attachment attached to the CIP, wherein the firstattachment and the second attachment are configured to attach to anairframe of the aircraft and to provide vertical and lateral support forthe CIP; and (c) a crown raceway support (CRS) having a first end and asecond end, wherein the first end of the CRS is attached to a first endof the CIP, and wherein the second end of the CRS is configured toattach to an outboard rail of the aircraft; and (ii) prior to attachingthe plurality of support systems to the airframe of the aircraft, (a)attaching, to each support system, the plurality of the aircraftequipment and (b) assembling together the plurality of support systems.17. The method of claim 16, wherein attaching, to each support system,the plurality of the aircraft equipment and assembling together theplurality of support systems takes place outside of the airframe of theaircraft.
 18. The method of claim 16, wherein the plurality of aircraftequipment comprises equipment selected from the group consisting ofelectrical equipment, wires, and environmental control system (ECS)duct, an oxygen line, a water line, and a power feeder.
 19. The methodof claim 16, wherein attaching, to each support system, the plurality ofthe aircraft equipment comprises attaching at least one wire or linethat extends from at least one support system to at least one othersupport system.
 20. The method of claim 16, further comprising:attaching, to the airframe of the aircraft, the assembled plurality ofthe support systems having the attached plurality of aircraft equipment.